Ground based security surveillance system for aircraft and other commercial vehicles

ABSTRACT

A security and surveillance system for aircraft on the ground incorporates a plurality of strategically spaced sensors including video imaging generators, audio sensors, motion detectors, and fire and smoke detectors for monitoring critical components and critical areas of both the interior and the exterior of the a commercial transport such as an aircraft. The captured data and images are transmitted to a ground based security station for display on a monitor and may be recorded on a “black box” recorder as well as on a ground based recording system. The multiple audio and image signals are multiplexed and sequenced utilizing split screen technology in order to minimize the recording and monitoring hardware required to process the images.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a related to my copending applications entitled:Wireless Transducer Data Capture and Retrieval System for Aircraft, Ser.No. 08/745,536, filed on Nov. 12, 1996; Video and Data Capture RetrievalSurveillance System for Aircraft, U.S. Ser. No. 08/729,139, filed onOct. 11, 1996; and Acoustic Catastrophic Event Detection and DataCapture and Retrieval System for Aircraft, U.S. Ser. No. 08/738,487,filed on Oct. 28, 1996 now U.S. Pat. No. 5,798,458, and my copendingapplications Apparatus for and Method of Collecting and DistributingEvent Data to Strategic Security Personnel and Response Vehicles; GroundLink with On-Board Security Surveillance System for Aircraft and OtherCommercial Vehicles; and Network Communication Techniques for SecuritySurveillance and Safety System, filed on even date herewith.

BACKGROUND OF INVENTION

1. Field of Invention

The subject invention is generally related to safety and surveillanceequipment for aircraft, railroad rolling stock, ships and othercommercial vehicles and is specifically directed to a comprehensivemulti-media security surveillance system for same while in port orterminal and/or unattended whether taxiing or parked. The system of thesubject invention also permits tracking while en route.

2. Discussion of the Prior Art

Security is of ever increasing importance. This is particularly truewith respect to commercial airlines as more and more people and freightare moved in this manner and aircraft and other commercial transportsincreasingly become the targets of terrorists activities. The airwaysare becoming increasingly crowded with traffic. Global tracking systemsare now in place to monitor the flight of the aircraft from the momentit lifts off until it safely lands at its destination. Radar andnavigational positioning systems are commonplace both on the aircraftand at the ground tracking stations. All of these electronic systemshave increased the overall safety record of commercial traffic to newstandards as the number of miles flown continues to escalate.

In addition, the on board avionics including electronic monitoring anddiagnostic equipment, particularly on large commercial jets, continuesto evolve, giving both the on board crew and the ground assets morecomplete, accurate and up to date information regarding the condition ofthe aircraft while in flight. Flight recorders long have beenincorporated in order to provide a record of each flight and in order toprovide critical information to aid in the determination of the causesof an accident or malfunction should one occur.

However, one area which has been neglected with the ever increasingavailability of electronic surveillance is the security of the aircraftor other vehicles or vessels, including, but not limited to,over-the-road vehicles, railroad rolling stock, ships and othercommercial transports (collectively referred to as commercialtransports), particularly when unattended. Typically, when an aircraftis on the ground, or in port, and unattended the only security providedis the security of the location. If the security of the area in whichthe commercial transport is stored is breached, the commercial transportis an easy target. In most cases, even the access doors are left openand further, for obvious safety reasons, are designed not to be lockedfrom the outside. Many critical areas of the commercial transport areleft exposed such as in an aircraft, by way of example, the landinggear, the engine housing and critical wing and tail components.

With terrorism and sabotage an increasing problem there is significantneed to develop an integrated system capable of providing goodphysical/visual and/or audio surveillance as well as monitoring of theenvironmental, security and motion conditions of the commercialtransport and various components while the commercial transport is onthe ground. For example, a good visual surveillance system would giveinstant evidence of a breach of commercial transport security, couldsound an alarm and could immediately secure the area.

Such a system would also permit the recording of visual information toprovide a history for later review, providing yet another source ofinformation for increasing the overall security of commercialtransportation.

While such a system would be of great benefit to the commercialtransport and airline industries in general and to the commercialairlines in particular, there are no integrated systems currentlyavailable which adequately meets these needs.

SUMMARY OF THE INVENTION

The subject invention is directed to a comprehensive multi-media safety,tracking and/or surveillance system, which in the preferred formprovides both visual and/or audio information as well as critical datasuch as location, direction, intrusion, fire and/or smoke detectionand/or status of environmental conditions and/or transport systemsstatus. In my aforementioned patent and copending applications,incorporated herein by reference, detection and sensor systems areutilized to provide the flight crew and/or a ground tracking station forcommercial aircraft critical information during flight and/or to recordthe information and data generated during flight for laterreconstruction of catastrophic events. The subject invention is anexpansion of this concept and adds not only ground security andsurveillance, but tracking while in port or on the ground as well aswhile in route, as well as incorporating the onboard systems of theaforementioned patent and applications. It is an important feature ofthe invention that the transmitting network for provides a comprehensivecommunications link between stationary and mobile stations on theground, the craft or vehicle being monitored and strategic sensors bothonboard the commercial transport and the sensors on the ground. In thepreferred embodiment of the invention, a wireless LAN (local areanetwork), WAN (wide area network) or other wireless transmission schemeis used as the transmission system of choice. A digital wireless voiceintercom is provided for security purposes and for communication betweenthe onboard crew and the ground based personnel. In the preferredembodiment video intercom is also provided. Digital wirelesstelecommunication capability provides for text communications. Digitalwireless (such as, by way of example, LAN) based file communicationcapability permits the transmission of information such as route orflight plans or gate and dock information. As an example, a LAN or WANhas worldwide tracking capability adapted to be used in connection witha global satellite communication system such as IRIDIUM, wherein theentire path and status of the commercial transport may be monitoredwhile airborne over satellite connections. While wireless systemsprovide the preferred form of communication, many features of theinvention may be practiced using other communication links within thescope and spirit of the invention.

One important feature of the invention is the ability to remotelymonitor a commercial transport while on the ground, whether or not thecommercial transport is attended. This will permit detection ofunexpected events, breach of security, change in environmentalconditions and other activities both on and in the vicinity of thecommercial transport. A GPS system may be included to provide accuratepositioning information of the commercial transport, establishing theparked position of the commercial transport at any time, as well astracking its movements.

In its preferred form, a plurality of sensor units, which may include atleast one video or image sensor/device and/or at least one audio sensorand/or at least one motion sensor, are placed strategically about theinterior and exterior of the commercial transport and at strategicground based locations. In addition, strategically placed motiondetectors, fire sensors, smoke sensors, door or latch sensors and othermonitoring equipment are incorporated in the system. A comprehensivesystem incorporating these various sensing devices provide a broadbased, multi-media safety, security and surveillance system formonitoring commercial transports at any time, whether or not attended.

In addition to safety and/or surveillance issues, the comprehensive datacollection scheme of the subject invention provides a system permittingenhanced monitoring and/or response to crew generated work orders orre-supply orders, and may even avoid the requirement that the crew ordercertain supplies. For example, by monitoring the fuel, fresh water,waste water and/or hydraulic levels onboard and transmitting this to aground station, refueling, water delivery and/or hydraulic fluid checkand supply may be initiated by the station crew and prepared fordelivery when the commercial transport arrives in port. The performanceparameters of the commercial transport may also be monitored and may beutilized for initiating maintenance procedures, for example, even beforethe commercial transport is in port. Pre-flight or pre-missionchecklists may be enhanced or automated by monitoring the criticalfunctions and criteria via the system of the subject invention. Thesystem of the subject invention greatly enhances maintenance proceduresand efficiency. Where desired, the system is capable of permitting thecommercial transport to carry its detailed maintenance record onboard,permitting full access to such information at remote locations. Themaintenance record can be routinely updated or polled from the homebased maintenance station using the system's unique uplink capability.The ability to both send and receive information will support remotecontrol of the commercial transport onboard systems such as lighting,strobes, alarm setting/resetting, environmental controls, lockingsystems, siren or other audible signals, fuel flow, fire detection andthe like.

Once in port, the system of the subject invention permits completemonitoring of on ground movement, and allows the monitoring of othercommercial transport in the area to assure that the various transportsdo not interfere with one another. This provides collision avoidance,and can be utilized both on the ground and in the air or in route viawater or land. Current airborne collision avoidance is accomplished byuse of a radar transponder. Aircraft position is located by radar “echo”response and altitude by a “reporting altimeter” reading being returnedto the radar system encoded in the transporter return. Use of asatellite based LAN or WAN will provide an “intranet in the sky”,providing much more accurate GPS position, altitude, heading, speed andother navigational information to the FAA and other operators andcomputer tracking and monitoring stations, thus enhancing collisionavoidance information.

Situational awareness is also provided by the subject invention. Alltransports in the terminal area are provided with a GPS location sensorsuch that the home or ground crew will be able to track and identify thelocation of every transport in the terminal. This provides better flowof the commercial transports in the terminal area, assuring that properdistance is maintained and appropriate pathways are followed.

The system also permits full situational awareness capability where allground or water transports in the are provided with GPS locationinformation such that the ground crew will know where all assets are atany point in time. This can provide both collision avoidance asdescribed and also check to assure that the transports are in anauthorized area. A composite of all transport location information canbe used to provide a “live” display of all assets in the area. Loggingof this information will provide good archival information in the eventa reconstruction of events, such as a security breach or collision, isrequired.

The comprehensive multi-media system of the subject invention permitsthe collection and dissemination of virtually all data associated withthe commercial transport at any time, both while in port or in service.In the preferred embodiment a combination of sensors systems are used,with sensors being installed within the transport, on its exterior andat ground-based locations for monitoring the transport when is in port.In such areas where ground based systems are not available, thetransport-installed systems still provide useful and enhancedinformation over the prior art. Likewise, in those areas whereunequipped transports enter a system equipped port, the ground basedsystem of the subject invention can communicate via standardground-to-air radio to provide useful information such as perimetersurveillance and the like. For example, even without the use of on-boardsystems, the identification number (such as the tail number on anaircraft), owner, state or country of origin and other identifyinginformation can be matched with available data to provide immediate andaccurate identification of a specific commercial transport. This permitsefficient tracking and response capability of the transport in port, onthe ground, or anywhere in the world using satellite communications.

In the preferred embodiment, fixed view and steerable video cameras maybe incorporated either on the commercial transport or independently ofthe transport at ground based sites where commercial transport islocated in order to monitor movements around the perimeter of themonitored commercial transport. It is also desirable to include focusingand/or timing functions so that selective pan, tilt and/or zoom (x,y,z)positioning can be utilized. The cameras may be activated and/or aimedand/or focused based on the location data provided by a GPS systemintegral to the monitored commercial transport, may automatically pan anarea, or may be manually operated by crew or ground personnel. Automatictracking of each transport in the terminal by one or more trackingcameras in conjunction with a recording device can provide an archivalrecord of each asset in case of a detrimental event, such as fire,terrorist event, theft, collision and the like.

Several video cameras may be placed such that the lens of each is aimedthrough a window opening provided in the fuselage or body in order toprovide video imaging of the engines, tail section, and/or landing gearand other functional components of an aircraft. Cameras may be placedthroughout the interior of the commercial transport on the flight deck,in the cargo hold, in passenger cabin and/or other desired spacesincluding on the ground outside the commercial transport. The audiosensors/transducers and/or other sensors and detectors are alsostrategically located throughout the commercial transport and positionedat strategic locations both internal and external of the fuselage.External sensors based on the ground area surrounding the commercialtransport may also be added.

In its simplest form, current sensors are already on the commercialtransport coupled with strategically based ground sensors and may beused to provide surveillance and/or warning system. Thus, a basic systemmay be implemented with a minimum of alteration to the commercialtransport and a minimum of expense.

Within the commercial transport, the system may be hardwired or may usewireless transmission and receiving systems. The wireless system isparticularly useful for adapting the system as a retrofit on existingequipment and also provides assurances against disruption of datatransmission during structural catastrophes such as fire or airframebreakup. In the preferred embodiment, the wireless system is fullyself-contained with each sensor unit having an independent power supplyand where appropriate, a sensor light source. The ground sensors maylikewise be hardwired or use wireless transmission and receiving ofvideo and/or alarm telemetry signals. The ground security system mayinclude motion sensitive, weight sensitive, infrared sensitive, audiosensitive, or other typed activation system so that the equipment is notactivated until some event is detected, i.e., the system is actiontriggered. The ground communications link, monitoring and/or recordingsystems for collecting and/or transmitting the data as disclosed in mycopending applications may be adapted for processing the informationgathered by the on-ground security system and, in the preferredembodiment. The wireless system may use radio frequency transmission andmay incorporate the wireless communication system already in place as anintegral component of the system. Where desired, a wireless local areanetwork (LAN) or other wireless system may also be utilized forintercommunication among the system components. Preferably, the entirecapture, retrieval, monitor and archive system is installed utilizingthe wireless transmitting/receiving system in order to assure thattransmission will not be lost in the event of a power shutdown or afailure causing possible open or shorted circuit conditions which couldoccur in a hard wired system.

A commercial transport equipped with the ground surveillance system ofthe subject invention may not always be located at a port or terminalequipped with a ground security system. In the preferred embodiment ofthe invention, the on-board system is self-contained and can operate ona stand-alone basis at sites where compatible comprehensive electronicground security is not available. In those sites with a compatibleground surveillance system, the on-board system communicates with thesite-based system to provide information to airport ground personnel andsecurity personnel. The system of the present invention also lends wellto a deployable surveillance device carried by the transport, which canbe deployed at unequipped sites to permit off-craft monitoring while thecommercial transport is at the port or terminal. The system can bepositioned at a strategic location within the site whenever thecommercial transport is unattended to permit monitoring of thecommercial transport from a remote location. The deployable device isthen retrieved and stowed in the commercial transport when thecommercial transport departs from the site.

In the preferred embodiment, the system will transmit any detectedinformation to a monitor system located at a ground control securitystation, typically located somewhere within the terminal, tower and/orsafety sites such as security stations and fire stations. Detection ofactivity or fire can sound local and/or remote alarms and/or dialemergency numbers. The data may also be recorded on the standardrecorders provided onboard the commercial transport and/or on groundbased recorders of conventional type, digital type or a computer basedlogging system. The security station has instant live access to all ofthe image and/or audio signals as they are captured by the sensors, andwhere used, the commercial transport recorder will make an historicrecord of the images for archive purposes. Where random access recordingtechniques are used, such as, by way of example, digital random accessmemory storage devices, the information by be readily searched forstored information.

If unauthorized personnel breaches the security area and the audioand/or video equipment is activated, signals will be immediatelytransmitted to the security station. This will give immediate access toinformation identifying the activity and the personnel involved.Further, in the preferred embodiment of the invention, an alarm systemwill be activated for securing the immediate area and taking countermeasures to tighten security such as remote operation of lights anddoors, and respond to a breach of same.

In the one embodiment, information from the plurality of sensors on thetransport is synchronized through an on board capture/multiplexingsystem whereby the plurality of data, including visual image data, maybe displayed, recorded, and/or transmitted in either a split screen orserial fashion. A “time-stamp” or chronology signal may also beincorporated in the data scheme. Any signal which is capable of beingcaptured and stored may be monitored in this manner. Utilizing thewireless system of the invention in combination with the battery back-uppower supply, it is possible to continue collecting information withoutusing ground power or commercial transport power. This assures that thesystem will operate even if power is disrupted for any reason such as,by way of example, tampering by unauthorized personnel or by fire. Inits simplest form, only triggered (activated) sensors are active, i.e.,an activity at the site causes a triggering effect and activates thesensor, and only the signals generated thereby are transmitted to thesecurity station. In such a system, multiplexing of continuous signalsis not nearly as critical. The “time-stamp” is particularly useful as anaid in reconstructing the events in a “post-event” investigation.

In the one embodiment, the system includes a plurality of strategicallylocated video image sensors and/or audio sensors, each sensor adaptedfor transmitting the signals to a multiplexer for distributing thesignals to monitors and/or archival recorders. The data multiplexercombines all of the signals from the various detector circuits toprovide a data stream suitable for transmission over the wirelesssystem.

The LAN transceiver is the interface into the LAN. The LAN transceivercan accept software downloads from various system elements to enable themulti-media sensor system to be maintained or upgraded to perform otherfunctions. Other sensors may also be incorporated in the system, such asmotion sensors, smoke and/or fire sensors and the like. The system isconfigured for selectively transmitting all of the data on a “real-time”or “near real-time” basis, i.e., the data is delivered with only delaysfor processing time such as compression/decompression, multiplexing andthe like. The system is also adapted to provide the monitors access toserial, synchronized full screen view of each of the cameras, insequential viewing, or alternatively to provide split screen ormulti-monitor viewing of a plurality of cameras. The system may behardwired or wireless transmission may be utilized to further minimizethe possibility of a malfunction at the onset of a catastrophicoccurrence and to make the system more tamper resistant.

The comprehensive surveillance/communication of the subject inventionsupports communication of monitored data and/or commands or operationaldata between the ground or base station and the transport, between thetransport and ground or terminal support vehicles and/or equipment,between the transport and various monitoring stations or systems,between transports, between the ground station and the support vehicles,between the monitoring station and support vehicles and between themonitoring stations or systems and the support vehicles. This permitsthe ground station to monitor and/or determine the identity, location,and heading of any vehicle in its range for tracking and collisionavoidance, as well as monitoring sensor information, alarm conditions,emergency conditions, servicing requests, maintenance information,navigational information, requests for information such as flight plans,weather information, route maps, message traffic such as e-mail and thelike. Similar information may be transmitted and received betweentransports, between transports and support vehicles and any of these andthe ground station. The ground station may also send operationalcommands to the various monitoring systems both onboard the transportand ground mounted, such as camera tilt, pan and zoom and sensoractivation. Other command signals such as “lock-on” a specific conditionor transport, sensor download, activation such as “lights-on” or alarm(e.g., siren) activation and the like.

In a typical application, when an alarm from a specific transport issent to the ground station it will be tagged with the GPS coordinates ofthe transport. The alarm will also be reported to a security system,typically including a computerized center that distributes theinformation of the wireless LAN and where used, the wired LAN. Themobile and/or personal security units will also report their GPScoordinates to the central computer so that the system knows thelocation of all security personnel at ant point in time. Once the alarmsignal is received, the system can search and identify the closestappropriate personnel and alert them of the alarm condition. This isaccomplished by calculating the length of the vectors between thetransport GPS and the various personnel GPS signals. The shortestvectors are the nearest personnel and these can be alerted to respond tothe alarm condition.

The selected personnel are then signaled by the security system of thepresent invention to respond. Audio, text and graphic communications maybe utilized to inform the selected personnel of the condition andlocation. The system can also use its “mapping” function to assist thepersonnel in determining the best route to take in response. Because ofthe em comprehensive nature of the system of the subject invention, bothaudio and image conditions of the transport can be communicated directlyto the selected personnel, using video conferencing compressiontechniques of the LAN. If the desired, the personnel can switch camerasto obtain different views, or gain control of the steerable cameradisclosed herein and survey the scene as appropriate via remote control.The two-way communication capability of the system would also permit thepersonnel to communicate conditions and the need for additionalpersonnel or equipment both to the system computer and directly to otherpersonnel.

The security computer system will register the GPS location of theselected personnel as well as the location of additional or “back-up”personnel in order to coordinate their movements and actions. The systemcan then provide essential audio, video and communications to theselected back-up personnel in order to coordinate the entire operation.The coordinates of fixed sensors may also be entered into the system sothat personnel can determine the proximity of each available sensor tohis GPS location.

It should be noted that the request for back-up can be programmed to beautomatically activated under certain conditions. For example, if asecurity personnel personal system detects an explosion or a gunshot, anautomatic alarm condition can be activated to alert central securityother personnel in the vicinity to indicated “potential bomb blast” or“potential automatic weapon” , all based on the audio signal which ispicked up by the sensors by comparing them to known acoustic signaturesof these types of events.

Shock and vibration detectors may also be included both on board, atfixed locations on the ground and in the portable or mobile units. Forexample, if a personal unit is dropped, an alarm would be generated.Smoke and heat detectors may also be incorporated to monitor the safetyof the environment of personnel.

It is a primary object of the subject invention to provide the means andapparatus for a comprehensive, multi-media, wireless surveillance andmonitoring system for monitoring and tracking a commercial transportvehicle while in port or while in route.

It is a further object and feature of this invention to provide acomprehensive surveillance and monitoring system supported by a wirelesstransmission system whereby communication of all data including livevideo and/or audio transmissions can transmitted between the transport,ground or base stations, remote sensor systems, remote or mobilemonitoring systems and other transports.

It is another object and feature of this invention to provide trackingcapability to assure that a transport stays in an assigned zone whileeither in route or in the port or terminal.

It is a further object and feature of this invention to providecommunication capability for monitoring and/or responding to supplyneeds on board the transport in order to permit support personnel toexpedite response and/or re-supply when the transport arrives in port.

It is also an object and feature of this invention to provide formonitoring of situational conditions of and surrounding the transportboth while in port and while in route.

It is yet another object and feature of this invention to provide meansfor archiving performance parameters for later recall in order to reviewperformance and/or reconstruct events.

It is an additional object and feature of this invention to provide aground surveillance and security system for detecting the breach ofcommercial transport security while the commercial transport is on theground or in a port or terminal and is unattended.

It is another object and feature of the subject invention to identifythat a commercial transport is on the ground and needs to be monitoredfor tracking its exact location, and its orientation on the ramp.

It is also an object and feature of the subject invention to provide asecurity system, which is integral with the commercial transport forproviding ground security.

It is a further object and feature of the subject invention to providecommunications between the commercial transport and a ground securitystation to assure commercial transport security while the commercialtransport is parked or unattended.

It is another object and feature of the subject invention to provide acomprehensive, multi-media data generating, collecting, displaying,transmitting, receiving and/or storage safety and/or surveillance schemefor commercial transport.

It is also an object and feature of the subject invention to provide anon ground security system which incorporates the in-flight surveillancesystem in order to minimize the number of additional components requiredto implement the system.

It is also an object and feature of the subject invention to storevideo, images, audio and/or transducer data on the commercial transportbeing protected and/or at the ground security station

It is yet another object and feature of the subject invention to provideapparatus for permitting ground and/or base personnel to receive video,images, audio information and/or data relating to critical componentsand areas of a commercial transport and operational data such asdispatch information.

It is still another object and feature of the invention to permit themonitoring, storing and retrieval of any of a variety of video, images,audio signals and/or performance data by the tracking, surveillanceand/or imaging equipment on board the commercial transport.

Other objects and features of the subject invention will be readilyapparent from the accompanying drawings and detailed description of thepreferred embodiments.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a basic diagram of a ground based security and surveillancesystem incorporating the teachings of the subject invention.

FIGS. 2a and 2 b are diagrams of a simplified, basic camera/transmitterto base station system utilizing a conventional wireless transmissionsystem between transport and the base station, and adapted forconverting generally incompatible systems in order to make the system ofthe subject invention of universal application.

FIGS. 3a and 3 b are diagrams of a simplified, basic camera to basestation utilizing a digital wireless transmission system such as, by wayof example, a digital radio, wireless digital LAN or other wirelesscommunication system.

FIGS. 4a and 4 b are diagrams of an expanded system similar to FIG. 3b,but showing use of an on-board hardwired system and on-board wirelesssystem, respectively.

FIG. 5 is a perspective view of a multimedia camera tracking system foruse in connection with the subject invention.

FIG. 6 is an expanded system incorporating the teachings of FIG. 1,including a remote mobile security unit and utilizing a local areanetwork (LAN) as the signal transmitting and receiving system applied tothe fixed components of the system, a wireless network such as awireless LAN (W-LAN) for the signal transmitting and receiving systemapplied to the mobile components of the system and a wide are network(WAN) as the signal transmitting and receiving system applied to distantcomponents of the system.

FIG. 7 is an illustration of an aircraft as an exemplary commercialtransport and shows the incorporation of on board systems with thecomprehensive tracking and monitoring system of the subject invention.

FIG. 8 shows a typical ground based system.

FIGS. 9 is an expansion of the system shown in FIG. 1, utilizing aremote receiver and monitor station in combination with hardwired groundcomponents, wireless ground components and an aircraft system interface.

FIG. 10 is a simplified diagrammatic illustration of a wireless LAN orWAN networked system illustrating the versatility of informationtransmission and monitoring capabilities.

FIG. 11 is a diagrammatic illustration of the system being used in ataxi protection and/or tracking mode.

FIGS. 12a, 12 b and 12 c are illustrations of various systemconfigurations for LAN and wireless local area network (W-LAN) systems.

FIG. 13 is a detailed diagram of the onboard surveillance system for usein connection with transport two-way radio and/or the wireless LANsystem of FIGS. 12a, 12 b and/or 12 c.

FIG. 14 is an integrated sensor/wireless LAN subsystem using DSPtechnology.

FIG. 15 is a diagrammatic illustration of the positioning of trackingsensors on the ramp, particularly well-suited for tracking assetswithout internal positional or tracking sensors.

FIG. 16 is a diagrammatic illustration of the selection processtechniques for identifying and alerting personnel upon the occurrenceand detection of an event requiring response.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

It will be readily understood that the various components and featuresof the subject invention can be utilized in connection with a tracking,security and/or surveillance system for any of a variety of commercialtransports. For purposes of brevity, the features of the invention aredescribed in detail herein as applied to commercial aircraft. This isprimarily because it is assumed that aircraft systems are likely toincorporate the most complex and comprehensive surveillance systems ofthe subject invention due to the importance of securing this commercialtransport while on the ground and both the importance and complexity ofmonitoring and tracking same while in port or in route. The system maybe scaled up or scaled down depending upon application. For example,land vehicles such as railroad rolling stock or over the road trucks mayneed only door sensors, motion sensors and brake monitors, whereasaircraft, as described, will require a substantially more comprehensivesystem in order to provide adequate surveillance. In the preferredembodiment for aircraft as described in detail herein, the comprehensivesurveillance system utilizes the onboard aircraft system in combinationwith a ground-based wireless system. The wireless configuration can alsobe applied to the sensors on board the aircraft using the samearchitecture as described here for the ground based portion of thesystem. That is, the on board elements may be hardwired, may communicatethrough wireless radio, or may utilize wireless LAN as herein described,or a combination. The LAN radio provides a wireless LAN connection toother system elements. This is a well-know but evolving technology thatallows high bandwidth wireless data transmission between multipledevices. Several different techniques are available from a variety ofmanufacturers, including Raytheon Systems Corporation, the assignee ofthe subject invention. Many of these techniques may be utilized in thesubject invention.

The comprehensive system includes various condition sensors, motion andaudio detectors, video cameras, light detectors, sound detectors,contact switches, temperature detectors and control systems forcontrolling light, and sound transmissions to the aircraft. Atemperature and/or humidity detector may be used for general monitoringfunctions such as predicting the icing of the wings in winterconditions, or for fire alarm functions. The temperature detector may beany known form for temperature transducer, such as a PTC, NTC,thermistor, or semiconductor element. More advanced semiconductorelements may be used, such as integrated circuit types that may includeintegral temperature and/or humidity sensors, references, analog/digitalconvertors, protocol engines and serial driver. Further, integratedcircuits can incorporate on-board digital radio elements such as DSPbased radios to be completely integrated self-contained chips. Thetemperature analog/digital convertor adapts the ambient temperature ofthe environment into a digital data stream. This digitizer runs atsuitable rates for continuous temperature monitoring. A signal processorcan be used to provide correction to the temperature and/or humidityelements, such as processing out non-linear characteristics of thesensors. It can also be used to look for profiles such as rapidly risingtemperature/humidity conditions that may indicate a fire or open door orother security breach. Detection of such an event would trigger aspecified unique alarm condition to be transmitted back to otherelements of the system.

One of the most significant factors in determining the overallcomplexity of the system is the cost associated with the various sensorcomponents. For example, in certain applications it may be desirable toadd a humidity detector or a carbon monoxide detector. A digital cameramay be used, or an analog camera may be used in combination with ananalog to digital convertor, or digital with internal digitizationcircuits, or digital compressed with an internal analog to digitalconvertor and a motion video compressor. In the preferred embodiment,the camera runs at full-motion rates. However, it will be readilyunderstood that the camera can run at lesser rates for still frame orstep video applications. In all cases, accurate information can besupplied on a “real-time” basis, i.e., the information can betransmitted, received and acted upon by man or machine in a timelyfashion, sometimes with slight delays, to permit adequate response to anevent. The video analog/digital convertor is functional to adapt theanalog light modulated signal representing the video scene into adigital data stream. This digitizer can run at “real-time” rates forprocessing full motion video, or could operate at lesser rates for stillframe or step video applications. The signal processor/motion videocompressor is flexible and will provide various functions depending uponapplication. For example, the video processor/compressor subsystem canbe programmed to perform functions such as motion detection in severalwell-known manners and methods. Several techniques are utilized toaccomplish motion detection, but the most general method involvescapturing repeated video frames and comparing differences in thoserepeated frames over time. Other techniques such as edge analysis, whichlooks for specific characteristics in the image, and the changes in suchcharacteristics, may also be used. The processor/compressor subsystemcan also be used to image process the video for purposes of contrastenhancement, dynamic range improvement, noise reduction and/or otherwell-known video processing methods, or other circuitry so configured toperform the processing by well-known techniques. When the videoprocessor/compressor is used for motion detection, any detection willgenerate a specified unique “alarm condition” to be transmitted to otherelements of the system.

FIG. 1 is an illustration of a basic ground based security andsurveillance system for aircraft. The aircraft 10, 10 a, 10 b. . . 10 nwill be within the view of video sensors or cameras 210, 210 a . . . nwhen on the airport ramp. The video processor/compressor can also beused to perform still image compression to reduce the amount of datarequired to be transmitted over the network. This can be accomplished byusing any suitable image compression algorithm, such as the industrystandard JPEG algorithm, wavelet compression, DjVu from AT&T, or othertechniques. For full motion video surveillance applications, thecompressor 406 may be used to provide bandwidth reduction motion videotransmissions. In this application, the amount of data representing afull motion video stream would be reduced by using full motion videocompression techniques such as Motion JPEG compression, MPEGcompression, motion wavelet compression, or other techniques. Thisallows better bandwidth utilization of the wireless and wiredcommunications channel used by the system.

The aircraft will transmit various identification signals, such as tailnumber, GPS location and the like, as indicated at 12, 12 a . . . n, toa ground based receiver 14. The camera 210, 210 a . . . n will alsotransmit video signals to the receiver 14, as indicated at 15, 15 a . .. n. The location of the cameras will be fixed, but may be eitherpermanent locations or “drop and place” movable units dispatched asneeded, based on changing security situations. It is also possible thatportable cameras will be transported by the aircraft then deployed onthe ground, permitting ground surveillance in those airports where apermanent ground security system is not installed. The GPS coordinatesof ground based cameras will be stored at the ground or base securitystation 18, or as preferred in the case of drop and place units, will besensed by on-board GPS receivers and transmitted to the base station.The received videos from cameras may be converted by optional convertor16 as required and transmitted to the monitor of the ground basedsecurity station 18. The convertor is used to provide compatibilitybetween the transport's format and the ground system format. Forexample, for analog transmission an aircraft may transmit analog NTSCvideo in the United States and PAL in England. Digital transmission maybe accomplished by placing the convertors at each camera transmittingunit (see FIG. 3) thereby supporting digital data transmission forpermitting transmission by the preferred wireless digital system, suchas a LAN or W-LAN.

By monitoring the identification information from each aircraft, thetransmitted video format from the various cameras can be matched to aspecific aircraft. The signal is displayed on a monitor at station 18where it can be viewed and monitored for surveillance and securitypurposes. In the event of a breach of security, security personnel maybe readily dispatched to the correct aircraft using the GPS locationsignal to define an accurate position of the aircraft. As will bedescribed, the security signals generated by the system of the subjectinvention may also be logged and inventoried for later play back, whichis particularly useful for reconstruction of events. It will be readilyunderstood that the ground components of the system may be hardwired, orother forms of wireless communication, such as, by way of example, awireless local area network (LAN) could be utilized using radiofrequency or optical communications methods, as will be readilyunderstood by those who are skilled in the art. The system can also bemodified to transmit signals from the ground-based station 18 to thevarious ground sensors and aircraft sensor systems. For example, acamera 210 can receive and respond to remote positioning and zoomingsignals. Audio warning and activation signals may be sent to the cameralocations and to the aircraft to activate audio commands, sirens, lightsand the like, which are integral to the system.

FIGS. 2a and 2 b show two different schemes permitting transmission ofmonitor system data from a transport 10 to a base station monitor 18using a wireless transmission scheme as indicated at 12. In FIG. 2a, thecamera or sensor (for example camera 29) produces a signal which istransmitted as generated by the aircraft transmitter 76 to the basesystem receiver 14 and then converted at the base system by formatconvertor 400 for processing or viewing at the base station in itsnative format. Where desired, the convertor may be at the sensor site asindicated in FIG. 2b. Of course, depending on the various systems beingutilized, multiple conversion steps may be utilized. Format conversioncapability is required in order to make the system global in nature. Forexample, the format of each aircraft is often dependent on the countryof origin. The United States and Japan generally use an NTSC cameraformat. France and Russia use SECAM. The United Kingdom typically usesPAL. It is important that the ground or base station be able torecognize and convert any of these formats to a suitable format forprocessing by the base. Compatibility with multiple, yet different,systems can be automatically accomplished. Instant protocol detectionand conversion is shown and described in my copending application, Ser.No. 08/816,399, filed on Mar. 14, 1997, entitled: “Instant ProtocolSelection Scheme for Electronic Data Transmission via a DistributiveNetwork”.

FIGS. 3a and 3 b show a basic wireless digital system. As shown in FIG.3a, the transport 10 includes a sensor such as the analog camera 29producing an analog video signal which is converted to a digital signalat convertor 510 and compress at digital compressor 512 for transmissionvia the wireless transmitter 76 via a digital wireless network 12. TheReceiver 14 collects the signal, decompresses it at decompressor 520 forinput to the base station monitor 18. The system of FIG. 3b incorporatestwo-way communication with the basic digital system of FIG. 3a. In thisembodiment the transmitter 76 is replaced with a digital transceiver 576in the transport and the base station receiver 14 is replaced with adigital transceiver 576. This permits command data generated at theinput device 501, such as, by way of example, akeyboard or mouseorjoystick, to be encoded at encoder 502 and transmitted to thetransport via transceivers 514 and 576. The on-board control decoder 503then transmits the command or control signal to the device, such as, byway of example, tilt and pan control as indicated at 504 to camera 210.

FIGS. 4a and 4 b are expansions of the system shown in FIG. 3b, adaptedfor use in connection with a ground-based wireless LAN 512 or asatellite based wireless LAN 612. In FIG. 4a, the on-board wireless LANtransceiver 576 is connected to a hardwired on-board system such as thewired LAN network 590. Preferably, the on-board sensors would beactivated by the base unit on an “on-call” or a programmed intermittentbasis to conserve power. The various sensor systems such as camera 210are connected via a LAN interface 582. The base station transceiver 514is connected to the base station LAN 530, through which the base stationworkstation 18 and input devices 501 are connected. In the embodiment ofFIG. 4b, the on-board network is also wireless, such as the on-board LAN592. In this embodiment, a local wireless LAN transceiver 578 is used tosend and receive signals between the various components such as camera210 via a local (device dedicated) wireless LAN transceiver 580. Ofcourse, it will be understood that the base station LAN 530 can also bewired or wireless as a matter of choice.

FIG. 5 is a perspective view of a preferred embodiment of a ground basedtracking camera sensor 210. In the preferred embodiment, the cameras areadapted to respond to several different types of control signals,including but not limited to:

X-axis position control as indicated by X-axis servomotor 50;

Y-axis position control as indicated by Y-axis servomotor 54;

Lens zoom control as indicated by motorized zoom lens 58; and

Iris control as indicated by iris controller. (The iris may also beautomated).

As shown in FIG. 5, the camera system includes a base or mountingbracket 56 for mounting the system at location. The system body 52 ismounted on a tilt mount 54 (y-axis) and pan mount 50 (x-axis),permitting panning (x direction) and tilting (y direction) of the camerafor scanning a wide area. A motorized zoom lens 58 is provided (zdirection). The preferred embodiment of the system also includes anaudio sensor such as directional microphone 60. The audio sensor may bean acoustic transducer, such as a microphone, that collects audioinformation from the surrounding area. The collected audio can beprocessed to detect potential emergency conditions such as a gunshot oran explosion, or can be routed directly back to the monitoring station.Using the sensors of the subject invention, locational origin of anexplosion or a gunshot or the like can be triangulated from multiplesensors and the positional origin can be calculated and displayed onmaps as an overlay for assisting in pursuit of a perpetrator. Thecalculated origin can also be correlated by computer to the nearestappropriate emergency assets, base upon their known positions, and thoseassets may be automatically dispatched. The audio analog/digitalconvertor adapts the acoustic signal representing the audio environmentinto a digital data stream. The digitizer runs at real-time rates forreal-time audio monitoring. The audio signal processor/compressor hastwo functions. It is programmed to perform detection in a number ofdifferent manners. For example, the processor algorithms can be adjustedto detect impulse noises such as gunshot or a small explosion. Detectionof such an event would trigger a specified unique “alarm” for thatcondition to be transmitted back to other elements of the system. Othertypes of detection are also possible. By using frequency analysistransforms and signature profiles, noises from engines, door openings orother distinctive noises could be detected when warranted by thesituation or condition. For audio surveillance applications, thecompressor can also be used to provide bandwidth reduction for audiotransmission. In this application, the amount of data representing areal-time audio stream would be reduced by using audio compressiontechniques such as LPC-10, or other well-known or proprietaryalgorithms. This allows better bandwidth utilization of the wireless andwired communications channels used by the system.

Illumination means such as the infrared illuminator 62 permitssurveillance during low light no light conditions, without detection byunauthorized personnel. A visual light/strobe light 63 can be turned onby locally detected events, by control signal, or by other systemelements such as detection by a companion sensor unit signaling over theLAN. This light can illuminate an area of concern, attract attention ofsecurity personnel as a signal, or scare away unauthorized personnel orintruders.

An integrated GPS receiver 64 is provided for generating locationinformation. This is particularly useful for “drop-and-place” sensors asopposed to permanent sensors. Other features such as a laser rangefinder 66 that can measure distance to objects/personnel may beincorporated to further expand and enhance the capability of each sensorcomponent. The camera system shown has full 360 degree field of viewcapability which may be controlled manually by remote control signals,may be programmed to pan the area on a time sequence, may track a movingtransport using GPS signals from the transport or by using imageprocessing “tracking software” processing the camera image, or may beresponsive to and activated by an event occurrence such as from sensorsdistributed throughout the ramp areas, reporting activity over the LAN,in the well known manner. The range finder 66 permits the trackingsystem to locate objects in a precise manner and then provide controlsignals to permit accurate surveillance and monitoring of same, such aszooming the camera or positioning of other sensor elements. An onboarddual GPS systems on the aircraft, with one GPS at the tail and one atthe nose, used in conjunction with the GPS system 64 permits the systemto determine size, heading and distance to the aircraft being monitored,providing accurate location information and permitting the camera toautomatically adjust to monitor the entire aircraft within its range.This permits the selection of the correct camera when multiple camerasare available and permits a wide range of viewing possibilities by beingable to determine what portion, if not all, of the aircraft is to bemonitored at any given time. In those instances where the aircraft isequipped with a single GPS system, much of this versatility ispreserved. However, it will be understood that aircraft size then wouldhave to be determined from the aircraft type or by optical means. Whenthe transport is not equipped with the GPS system, the other sensorssuch as the range finder/tracking camera or ground level sensors wouldprovide data for cameral selection and updating of electronicsituational maps. Each sensor and/or camera may incorporate a motionsensor and/or an audio sensor activation device so that the system maybe activated when a sound or a motion occurs within the sensor range.The motion detector may comprise any transducer unit that can detect thepresence of an intruder and can be a device such as an infrared motiondetector, a thermal sensor, an ultrasonic detector, a microwavedetector, or any hybrid of two or more of these detectors “fused”together to gain better sensitivity and/or improved detection accuracy.A motion detector convertor may be incorporated to convert the signalfrom either a single motion detector sensor or a battery of sensors todigital form for processing and/or transmission to other systemelements. Multiple elements may be contained within a single sensorsystem package, or may be fused for multiple sensors in geographicallydistributed elements with data to be fused being transmitted over theLAN. The motion detector signal processor is adapted for analyzing thesensor data streams from one or more sensors to provide for bettersensitivity or improved detection accuracy. Well-known techniques may beimplemented to process the transducer data and detect surges over theset thresholds that represent detection. The processor/compressor canalso be configured to accept input from multiple sensors and process theinputs in a “fused” manner. For example, signals form an infrareddetector and ultrasonic detector may be “added” together, then thresholddetection performed. This ensures that both an optical and an acousticreturn are detected before an alarm condition is broadcast. These andother more sophisticated well known techniques can be used together togain better sensitivity and/or improved detection accuracy. Detection ofsuch an even would trigger a specified, unique alarm condition to betransmitted back to the other elements of the system.

Typically, the sensors will “sense” the presence of unauthorizedactivity and activate recording from the various audio and/or videoequipment and activate alarms. This will initiate the generation of asignal at each of the activated units. The generated signals will thenbe transmitted to the monitoring and recording equipment, as described,to permit both real-time surveillance and recordation of activity at thesite. Motion detection may also be determined using video time/changetechniques in the well-known manner.

FIG. 6 is an expansion and further refinement of the system of FIG. 1and is a diagrammatic illustration of the system of the subjectinvention as configured for a wireless local area network (LAN). In thepreferred embodiment the aircraft 10 will include a comprehensivein-flight security system, as better shown in FIG. 7, which is cutawaydiagram of a typical commercial airline fuselage 10, with the cargo hold12, the passenger cabins 15, 16 and the flight deck or cockpit 21partially visible and a plurality of sensors 19 a-n. A more detaileddescription of this onboard system is shown and described in myaforementioned U.S. Pat. No. 5,798,458 and copending applications Ser.No. :08/729,139, and 08/745,536. In the subject invention, the currentlyavailable sensors may be utilized, without additional enhancements or anumber of additional sensors may be added. For example, groundsurveillance could be accomplished using only the on-board sensors onthe aircraft. In the example, a number of video image sensor devicessuch as, by way of example, analog video cameras, may be mounted insidethe skin of the aircraft and aimed through openings or windows providedin the fuselage to focus on critical components of the aircraft, such asthe landing gear cameras 20, 22, the wing engine camera 24 and the tailcamera 26. Similar devices or cameras may also be strategically placedthroughout the interior of the aircraft, such as the passenger cabincameras 28, 30, 32, 34, 36, 38, 40, the cargo bay cameras 42, 44, 50 and52, and the flight deck camera 46. The sensors 19 a-n may include smokeand fire detectors, motion detectors and audio sensors strategicallyplaced throughout the aircraft, both internal and external of thefuselage. The placement and number of devices is a matter of choicedepending upon the configuration of the aircraft and the level ofsurveillance desired. In the preferred embodiment the on-board aircraftsensor system is used in combination with the ground based system toprovide a comprehensive surveillance and security system of the aircraftwhile on the ground.

With specific reference to FIG. 6, in the preferred embodiment theaircraft 10 will also include a nose GPS sensor 200 and a tail GPSsensor 202. The dual GPS sensors permit redundancy, very accuratelocation and directional positioning of the grounded aircraft, as wellas providing information identifying the size of aircraft. An aircraftreference signal (such as tail number) country of origin, owner, and thelike, may be incorporated in the transmitted signal so that themonitoring station can identify the aircraft, its location and thesecurity condition thereof by monitoring the signal from that specificaircraft. In the wireless embodiment shown, the aircraft is equippedwith a wireless transceiver 204 for transmitting all of the collectedsignals from the sensors and cameras via the wireless networkrepresented by the wireless communication “cloud” 206. The wirelesssystem shown in FIG. 6 permits transmission not only to the groundcontrol tower and security, but expands the transmission of data to alllocations and stations which are part of the wireless system. Forexample, the signals may be transmitted to a patrolling ground securityvehicle 208, a portable monitoring station 218 and/or to the groundsecurity center via the wireless LAN transceiver 212. In addition,signals may be transmitted in either a send or receive mode from anyunit in the wireless system to any other unit therein. This isparticularly useful when trying to coordinate a response to an incidentin a quick response mode.

As shown in FIG. 6, permanent ground units may be hardwired in typicalwired LAN system configuration, with a single wireless LAN transceiver212 serving the permanent ground base portion of the system. Dependingon convenience of application, it will be readily understood that anycombination of wired or wireless component configurations can beutilized. For example, it the maintenance hangar 214 were a greatdistance from the ground surveillance center at tower 216 a wireless (RFor optical) LAN communication link may be preferred over a hard-wiredsystem. Use of the wireless LAN will also greatly facilitate theadaptation and retrofitting of airports not having ready cablingcapability or infrastructure.

The wireless LAN 206 or other wireless communication system provides aconnection between the aircraft 10, the fixed ground resources viatransceiver 212, mobile ground resources such as the security vehicle208, portable ground resources such as the portable ground securitystation 218 and various functional or operation centers such as thecontrol tower 216, the operations control center 220, the securitycenter 222, the maintenance center 224, the maintenance hangar 214 andthe airport fire station 226.

In the preferred embodiment, and as shown in FIG. 6, the portable (ordrop in place) camera/sensor/link device 210 (see FIG. 5 andaccompanying description) is adapted for providing any combination ofvideo surveillance, audio surveillance, motion detection, acousticdetection, sensor positioning capability and wireless link to othersystem elements. The security vehicle 208 is equipped with a sensorviewing capability as well as an alarm annunciator to alert theoperation for quick response. Typically, the transmission of an alarmsignal by the aircraft will trigger a linkup at the various monitoringunits and will interrupt routinely monitored signals. The alarm signalwill include aircraft identification and location data, as well as anindicator of the sensor triggering the initiation of the alarm signal.The alarm location may also be displayed on a “moving map” display, inthe well know manner. This permits a quick response team to focus on theincident causing the generation of the alarm signal. In the preferredembodiment of the invention, the alarm at the sensor location is adaptedto operate in either an audible or silent mode, depending on thesurveillance operation. For example, a warning signal may be broadcastat the location to scare off intruders who breach a restricted area or,in the alternative, the warning signal may only be transmitted andsounded at the base station and/or security vehicles alerting basepersonnel of a situational change at the monitored zone. Hand held orbelt mounted wireless LAN personal security assistants can also be used.These would allow personnel to have access to critical securityinformation while on foot patrol or making rounds, permitting almostimmediate response to activating conditions in their vicinity. Thiswould also allow the automatic signaling and dispatch of personnel basedupon their identity or based upon their GPS determined location.

The system wireless LAN transceiver 212 operates as the gateway to theground based, permanent, wired facilities. A router 228 is provided tobridge the various airport facilities (i.e. an intranet). The router isa typical industry type, as is well known to those skilled in the art,and may be installed in many configurations as required. Where desired,the system may be connected to remote nodes as well, through a wide areanetwork (WAN), permitting connection to FAA regional centers, airlinecorporate operations or aircraft manufacturer operations, for example.The router may be configured as needed with typical commercialtechniques, such as firewalls to protect access, protocol convertors,and encryption devices, as needed to direct secure or unsecuredinformation to the various ports, nodes and centers.

Where desired, only pre-selected alarm signals may be transmitted toselected centers. For example, any heat or smoke detection, fuel spilldetection or medical emergency would generate an alarm signal at thefire control center 226. The maintenance hangar may have access to fluidsensor data and stored maintenance requests and records. Thus the systemcan be configured in an information hierarchy format where only usefulinformation is forwarded to the various centers.

The use of the dual GPS receivers 200, 202 on the aircraft 10 permitsthe reporting of the general location of the aircraft on the ramp duringtaxi when parked whether or not attended. The use of two GPS receiversprovides redundancy, better accuracy and orientation information for theaircraft by reporting two distinct position datum signals. It will bereadily understood by those skilled in the art that other positionsignal devices could be utilized such as, by way of example, a singleGPS receiver and a magnetic compass (which may have to be corrected forlocal magnetic fields or interference). By linking the position andorientation information to the ground based centers the location andorientation of the aircraft at all times it is on the ground theaircraft may be closely monitored. Such a system provides ground controltransmitting signals showing the location and movement of all aircraftwhile on the ground, in much the same manner the radar transpondersprovide air controllers with position and movement data while theaircraft is airborne. This is particularly desirable when the movementof aircraft is portrayed on a map display. Other ground vehicles such asfuel trucks, waste water trucks, baggage handling trains, securityvehicles and the like can also be tagged with GPS receivers and LANtransceivers for monitoring their position relative to the aircraft onthe ramp. An automated computer system can be operating in thebackground looking for potential collisions and generating alarmmessages if such a conditions is detected. Another automated computerfunction can track vehicles relating to their authorized areas and issuealarms if security is breached. Yet another function can track thepresence or absence of needed services, such as the timely appearance ofcatering trucks, fuel trucks, wastewater trucks, baggage trains and thelike after the arrival of a subject transport. If any of these requiredservices do not arrive at the transport within a prescribed time period,and “alarm” can be reported over the LAN to the missing servicesvehicle, and/or to the responsible operations center. This function canbe completely automated by a controlling computer system.

As shown in FIG. 8, in a typical installation, external sensors 210 a-gplaced on the ramp in the vicinity of the aircraft to monitor theexterior of the aircraft. For example, a plurality of video cameras 210a and 210 b may be placed along the exterior fence 300 of an airport. Inadditions, cameras may be placed in other strategic locations such asthe camera 210 c mounted on the terminal building 310 and the remotecameras 210 d-n mounted on base units 312 located strategicallythroughout the airport. When an aircraft 10 is parked on a surveyed areaof the airport ramp 314, the various cameras 210 a-n and or other groundbased sensors will provide a secure area for the aircraft. Any activitywithin the range of the cameras may be viewed and monitored.

The system of the subject invention is designed such that aircraftonboard sensors and ground-based sensors may be used in combination toprovide a comprehensive security system. The ground-based sensors may beused alone to provide basic ground security. The aircraft sensors may beused alone to provide some ground based security with a minimum ofmodification to existing hardware.

In the embodiments shown and described, a multi-media recorder isutilized to record the information for archival purposes. This can be aground based recorder or the aircraft “black box” recorder 58 (shown asinstalled in the tail section of the aircraft, see FIG. 7) may beutilized, in the same manner as the current data and voice black boxes(not shown).

Audio and video monitors are also provided at the base security stationto provide near realtime surveillance. The flight deck monitor andcontrol panel 54 is located on the control panel in the cockpit 21 willalso have access to this information. Other monitors may be providedwhere desired.

Turning now to FIG. 9, the system shown is adapted for wirelessinstallation using both onboard aircraft sensors and ground based remotesensors. The system shown relies on the standard on-board radio ofaircraft 10 to transfer all aircraft signals to the base stationreceiver 81 via antenna 81 a. In the alternative embodiment of FIG. 9,the ground-based cameras (camera 210 d) and a motion sensor 31 arehardwired as shown at 87 to a controller 85. The on-board signals areinput from the receiver via hard wire 89. Wireless ground based sensorssuch as the camera 210 a and the motion detector 31 a may be used incombination with the hardwired ground based cameras (see camera 210 d)or other hardwired sensors. This permits maximum flexibility of thesystem architecture. The wireless signals will be transmitted via adedicated sensor array transmitter/receiver 83 and antenna 83 a.

The controller 85 will feed the data signal to a split screen monitor93, where all video signals may be simultaneously monitored and/or to aplurality of distinct monitors 91 a-91 n. The split screen technologyand methodology is more fully described in my copending applicationentitled: (PhotoTelesis 006), incorporated herein be reference. It willbe readily understood that as many monitors and audio output devices asdesired may be utilized, permitting surveillance at various locationsthroughout the port. In the preferred embodiment all of the signals arestored in a recording system as indicated by the mass storage unit 95.This permits replay of the transmitted signals for reconstruction ofevents and also provides permanent archive records where desired.

As shown in FIG. 10, the use of a wireless network provides maximumversatility in the transmission of information and the monitoring andprocessing capability provided by the system. As indicated in FIG. 10,the transport 10 both sends and receives information between the groundstation 18, as previously described and as indicated by the wirelessdata path A. The transport may also transmit and receive between thefixed sensor station(s) 20 as indicated by wireless data path C. Thefixed sensor station is also in direct communication with the groundstation as indicated by wireless data path D. It should be understoodthat permanent installations such as the ground station and the fixedsensor station could be hardwired with one another without departingfrom the scope and spirit of the invention. In addition, supportvehicles such as, by way of example, the baggage train 13 may beequipped with sensors such as location sensors and the data generated bythis sensor may be transmitted to the ground station via path B, themonitor station via path E and directly to the transport via path F. Theground station 18, monitor station 20 and transport 10 may alsocommunicate directly with the ground support vehicle 13. For example, ifthe ground support vehicle comes within a designated “keep-out” or notrespassing zone or is too close to the transport, a proximity sensor orcalculated from the GPS data may be utilized to activate and send awarning signal to the ground support vehicle. As indicated by wirelesspath G, sensor data may also be communicated between multiple transports10 and 10 a.

The comprehensive system of the subject invention not only providessurveillance of the aircraft while at the gate or while unattended, butalso provides taxi protection and monitoring. As shown in FIG. 11, whenall ground vehicles such as fuel truck 11 and baggage train 13 areoutfitted with GPS receivers as well as the aircraft 10, the locationand safe distance of each vehicle and the aircraft may be monitored.“Train” type vehicles may be outfitted with two or more GPS receivers torelay the length of the vehicle. Each car can have a separate module. Acomputerized map of the airport tarmac T, the taxiways P and runway Rcan be generated showing the position, direction and movement of eachvehicle and the aircraft. Predefined keep-out” zones “Z” may beestablished and an alarm may be sounded if the zones are breached. Also,prescribed areas for authorized vehicles may be established andmonitored. If a vehicle is outside the designated area, or breaches azone “Z”, an alarm condition will result. This can be prioritized as acautionary breach, a dangerous breach and so on, depending on proximityof the various vehicles and aircraft to one another. For example, if anaircraft 10 comes too close to a fuel truck 11, alarms in the aircraft,the fuel truck will be activated. In the situation advances to a dangerzone, a second alarm condition may alert ground or base personnel that abreach has occurred so the intervention may be initialized. Logging ofthe “safety” breaches can be made so that safety improvements ortraining may be implemented based on need.

A combination of ground sensors in a matrix on the airport ramp (seesensors 210 a-210 n in FIG. 8) will scan and monitor vehicles. If avehicle is detected that does not have a GPS identification authorizedfor that location and alarm condition will result. For example, if astray baggage train 13 entered the taxiway area, an alarm would soundindicating that the train 13 has entered an unauthorized area. Emergencyand security personnel may also be alerted and dispatched ifunauthorized or untagged (no GPS identifier) vehicles are present. Thisprotection scheme could be expanded to include personnel as well asvehicles. For example, the ground vehicle can have a sensor that reads apersonnel security token or device such as an encoded digital key. Thiskey information would enable the vehicle and would also be encoded withGPS information and vehicle identification, which is transmitted overthe LAN. Security software can then check to determine if the individualis authorized to be present in the vehicle at that time and location,activating an alarm if proper authorization is not confirmed. Thevehicle could also be immediately shut down. Visual identification ofpersonnel may also be accomplished using the sensor systems of thesubject invention.

FIGS. 12a, 12 b and 12 c show alternative embodiments permitting use ofa wired or wireless LAN transmission system. As shown in FIG. 12a, witha camera sensor C1 for purposes of simplification, the camera C1generates an analog signal which is converted to a digital signal atconvertor 400 and then compressed at the motion video compressor 402.This can be accomplished by industry standard techniques such asmotion-JPEG, MPEG, or motion wavelet compression or other current orfuture compression algorithms. The compressed digital signal is thenpacketized by the LAN interface 404 and transmitted to the LAN 206 inwell-known manner. An analog audio sensor such as microphone 19 is addedin FIG. 12b and is supported the dedicated convertor 406 and compressor408 for input to the multiplexer 410 where the compressed digital audiosignal is combined with the compressed digital video signal to produce acomplex multi-media signal for packetization by the LAN 404 interface.As shown in FIG. 12c, digital sensors such as motion detector 31 mayalso be included. The motion detector digital signal does not requireconversion and is input directly into the multiplexer 410. As also shownin FIG. 12c, the LAN may be wireless, with a wireless transceiver 412being incorporated in the system. As previously described, any portionof the system may be wired or wireless depending on ease ofinstallation, mobility requirements and other issues. It may be notedthat functions such as the motion video compressor, audio compressor,multiplexer and LAN protocol functions may all be performed as softwareand could operate on one high speed computer such as a Digital SignalProcessor (DSP).

Turning now to FIG. 13, additional multi-media sensors may beincorporated in the system, as well, and may be wireless or hard wiredas appropriate. For example, one or more audio sensors such as a cockpitvoice sensor 113 transmit audio signals to multiplexer processor 232.Various function sensors, such as, by way of example, an entire array ofintrusion security sensors 115 may also be incorporated in themulti-media system of the subject invention. Where a plurality of suchsensors are utilized, it is desirable to provide a local multiplexersystem 238 to minimize the amount of duplicative hardware. In theexample shown, all of the intrusive security sensors in array 115require only a single transmitter and antenna as part of a localmultiplexer 238 which may then feed a combined signal to the multimediamultiplexer 232. In a wireless system, the security sensor array mayalso be fully self-contained with an independent power supply.

As shown, a variety of image sensor devices may be incorporated,including the video cameras C1, C2, C3 . . . Cn, an advanced imagingdevice such as the FLIR camera 220, the on board radar 222 and the like.All of these produce a visual signal. In addition, various audio signalsmay be incorporated utilizing a variety of audio sensor devices, such asa cockpit voice sensor 113, on board radios 224, 226 and the aircraftpublic address system 228. All of these produce an audio signal. Theoperational data signals are also incorporated, as previously described,and may include the GPS sensor 72, other navigational sensors 230, thevarious intrusion sensors 115 and other sensors 125. Thus, the system ofthe subject invention will accommodate a multiple input, multi-mediaarray incorporating video, audio and digital data signals into acomprehensive database for providing detailed information relating tothe aircraft condition at any time.

Each sensor device signal is introduced into a multi-media multiplexernetwork 232 which includes a image multiplexer subsystem 234, adedicated audio multiplexer subsystem 236 and a digital data multiplexersubsystem 238, all of which produce distinctive multiplexed signalswhich are introduced into a master multiplexer subsystem 232 forproducing a combined, comprehensive output signal, as selected, on eachof lines 231, 233 and 235. It may also perform decompression functionsfor compressed command streams and compressed audio or video. The setupand control of the comprehensive output signal is provided by a mastercontroller 241 and input to the multiplexer 232 at 243. The systemcontroller receives commands and streaming audio information from othersystem elements and distributes them to controlled devices. Thecontroller performs a command decoding function to sort out command anddata streams directed toward specific devices and components of thesystem.

The visual and textual data is available at a display monitor 54. Theaudio signal is output at 237 to an audio output system such asamplified speaker 240. All of the data, including all video, audio anddigital data will be recorded on the recorder system 70. Informationrepresenting audio, video, sensor data, and other vital digital data isfed from the multimedia multiplexer to the recorder 70 over the signallines 233. It should be noted that the multimedia multiplexer may beanalog, digital, or packetized digital data type, or a combination oftechnologies based on application. Where desired, selected portions ofthe systems data on the aircraft may be down-linked to the ground orbase station 18 (see FIG. 2) as the combined, comprehensive outputsignal on line 246 to be transmitted to the ground station via theaircraft radio system 80 and the antenna 82. As previously described,the information may also be transmitted to a wireless satellite viatransceiver 280 and dedicated antenna 282. Once the information isgenerated as a useable data signal, as indicated at line 231, 233 and235, the controller, in combination with commands from ground security,controls the collection, monitoring and review of the information. Thispermits access to any single sensor signal, or any combination via line231 by sending a command via line 248 to the controller 241 forcontrolling the monitor related multiplexing switches via line 243 tocontrol the signal output on line 231. For example, this may be a singlecamera view or an array of intrusive motion sensors 115.

Where desired, a light level detector may be is used for detecting lightconditions such as the ambient lighting or transient conditions such asvehicle headlights or a flashlight. The light detector analog/digitalconvertor adapts the ambient light levels into a digital data stream.this digitizer runs at rear-time rates for teal-time illuminationmonitoring. The light detector signal processor can be programmed tolook for profiles such as rapidly increasing light conditions that mayindicate a vehicle or a flashlight as opposed to the rising or settingsun. Detection of such and event would trigger a specified unique alarmcondition to be transmitted back to other elements of the system.

External contact sensors may also be deployed and a condition change maybe detected and processed by the contact signal processor. These may bedevices such as door contacts, special motion detectors such as tripwires and the like, floor pads and the like which can be connected,either by wires or wireless means to the contact detection circuit.Detection of such an event would trigger a specified alarm condition tobe transmitted back to other elements of the system.

An audible speaker system can also be provided in the preferredembodiment and can provide numerous audio outputs such as, by way ofexample, voice output or a siren. This is a multi-function device andcan be activated by local detection events, and by other system elementssuch as detection by a companion sensor unit signaling over the wirelesssystem. The siren can indicate an area of concern, serve as a signal tosecurity personnel and/or scare of intruders. The audible speaker canalso be used to provide voice instructions or signals base on localdetection events, and by other system elements. The controller producesthe synthesized or stored voice signals. The controller can programmedor downloaded over the wireless system. The speaker system can also beuse as a paging system by sending digitized or compressed voice signalsover the wireless system to one or more multi-media devices. Inaddition, the audio speaker can be use conjunction with the audiodetector 408 to communicate with the area.

Power is provided in the well-known manner. In the preferred embodiment,system power is used to power up the system through a convertor and arechargeable battery system comprising a charger/controller andrechargeable battery supply.

In certain applications it may be desirable to combine many of thefunctions described herein, such as the signal processing, datamultiplexing 232, LAN or WAN network transceiver 330, control and partsof the network interface, perhaps utilizing software running at highspeed in a high speed DSP engine. This would serve to reduce hardwarecomplexity, improve reliability, reduce power consumption, and reducecost. The network interface provides a wired interface to the system forconnecting other system elements in a hardwired configuration. This canbe any one of several well known but evolving technologies such as10Base-T, the better 100 Base-T or high-speed Gigabit LAN or WANtechnology. Such a configuration does not depart from the scope andspirit of the subject invention.

FIG. 14 is a diagrammatic illustration of an integrated sensor/wirelessLAN subsystem using DSP technology. As there shown, the various analogsensors such the light sensor 300, the temperature sensor 302, thehumidity sensor 304, and the sound or audio sensor 306 (as well as othersensors as previously described herein and as desired for application)produce analog signals which are converted at one of the dedicatedanalog-to-digital convertors 310 and then introduced into a multiplexer312. The multiplexer 312 produces a combined digital output signal whichis introduced into the DSP processor 314, which produces the systemoutput on line 315, where it is again converted at convertor 316,amplified at amplifier 318 and transmitted via antenna 320. In thepreferred embodiment, an integral power supply 322 is provided. TheSensor I/D address is on line 324. This system provides a highlyintegrated sensor/processor/transceiver and typically can be housed on asingle chip using available configuration technology.

FIG. 15 is a diagrammatic illustration of the placement of trackingsensors on the ramp and taxiways of an airport for tracking the movementof the commercial transports such as transports 10 a and 10 b as theycome into the gate area 350. The sensors S1-S32, are strategically placeto track the transport as it proceeds along the runway, the taxiway andthe ramp. This is particularly useful for aircraft which do not have GPSsignal generating sensors, making it possible to track and identify thetransport at any time. Various sensing devices can be utilized in thisconfiguration such as acoustic sensors, acoustic return “sonar”,optical, optical return, microwave, microwave return, contact or weightdetection, electronic proximity (underground wire), or similar sensors.The sensor system detects the transport, and where return sensors areused, will also identify the distance. By using sequential sensors, thespeed and direction of travel may also be calculated. This type ofsensor system will also detect the presence of other assets or personnelin the area.

FIG. 16 is an expanded illustration demonstrating the calculation andsignaling of appropriate personnel and equipment to the site of an eventrequiring emergency response. By way of example, assume the trackingcamera 210 a and 210 b provided a visual signal indicating smoke attransport 10. At the same time, the on-board fire and smoke detectorswould transmit a signal to the ground based transceiver 212 via thewireless LAN. In addition, the precise location of the transport will beknown because of the location signal generated by the transport GPSsensor 200 which is also transmitted over the LAN. The receipt of thesevarious signal will activate several actions. First, all of thisinformation will be transmitted to the ground control tower 216 and tothe operations control center 220, as has been previously describedherein. The airport fire station 226 will be alerted to the indicationof a fire and smoke event and the security center 222 and maintenancecenter 224 will receive appropriate information. The automated dispatchcomputer center 225 will monitor the location signal provided by thetransport, as well as the location signal of on ground personnel 218a-218 c, response vehicles 208 a-208 c and fire support vehicles 352a-c. By monitoring the type of event that has occurred and both the typeand location of available personnel and equipment, the dispatch centercan alert and initiate the most efficient appropriate response. Thelocation signals provide sufficient information for the computer system225 to determine by wellknown methods, which asset is closest. Forexample, ground personnel 218 b is closest and would receive the firstresponse signal. If a response vehicle was programmed to respond,vehicle 208 a would be first alerted. Likewise, the closest fire truckis truck 352 c, which would be the first alerted. As back-up is needed,each of the ground support assets have the capability of signaling foradditional support directly back to the dispatch computer. The computercan then select the next closest appropriate asset. The system of thepresent invention provides a comprehensive, efficient method ofcollecting, distributing and reacting to critical information tomaximize the response of appropriate functional vehicles and personnelon a real time basis while assuring that assignments are prioritized asset by operational personnel. This greatly increases both the timing andthe effectiveness of response to critical events.

The multi-media security and surveillance system of the subjectinvention provides an enhanced security scheme giving instantaneous andlive image access to critical components and areas of an aircraft orvehicle, providing the ground based security personnel with additionalinformation while the aircraft or vehicle is not in use and is leftunattended. In addition, the permanent tape record will prove invaluablefor investigating unauthorized activity or accidents after they haveoccurred. The preferred embodiment of the system is specificallydesigned for new commercial aircraft but is equally well suited forretrofit applications and for other safety applications as well, and maybe scaled up or scaled down depending on application.

The video recorders, synchronizing networks and multiplexing and splitscreen hardware are well known and their adaptation will be readilyapparent to those of ordinary skill in the art. Any suitable videorecording format can be used, for example, an analog video taperecorder, a digitizer and tape, hard drive or optical driveconfiguration. Digital cameras could be incorporated in lieu of thestandard analog type cameras currently in use in most applications. Asdigital technology becomes more readily available and more costeffective, it is contemplated that most of the imaging, monitoringand-recording equipment will be of a digital format because of theincreased reliability and the minimized space requirements. Of course,it should also be understood that the monitoring, transmitting andstorage capabilities of the invention are also well suited for capturingany video or visual image generated by the on board avionics of theaircraft.

While certain features and embodiments of the invention have beendescribed in detail herein, it will be readily understood that theinvention encompasses all modifications and enhancements within thescope and spirit of the following claims.

What is claimed is:
 1. A security and surveillance system for ground orin port monitoring the condition of and tracking the location of acommercial transport as it moves about in monitored zones, the systemcomprising: a. a ground based monitoring station for monitoring theposition of and conditions relative to a commercial transport when inport; b. a network of ground based sensors positioned on the ground andthroughout an area to be monitored for defining a plurality of operatingzones within the area, each of said sensors operational within the thusdefined operating zone and adapted for monitoring a pre-selectedcondition associated with the commercial transport while within theoperating zone for generating a unique data signal representing thespecific condition to be monitored for describing both the status of thepre-selected condition of the commercial transport and for identifyingthe commercial transport as being located within the zone; c. acommunication system for transmitting the unique data signal from eachof the network of ground based sensors to the ground based monitoringstation for monitoring the selected conditions at the commercialtransport, whereby both the condition and the location of the commercialtransport may be determined; and d. the ground based monitoring stationfurther including a processor whereby all of the data signals from thenetwork sensors is combined in order to derive the comprehensivecondition of the commercial transport based on the data from all of thesensors.
 2. The system of claim 1, the processor further comprising: a.a collector adapted for collecting the plurality of data signals fromthe plurality of sensors and generating therefrom a combined signalincorporating each of the plurality of signals into a combined outputsignal; and b. a processing system for receiving and processing thecombined output signal.
 3. The system of claim 2, wherein said collectorcomprises a multiplexer for accepting all of the plurality of datasignals and for generating therefrom a combined multiplex signalpreserving the discrete identity of each of the plurality of datasignals.
 4. The system of claim 3, wherein said combined multiplexsignal includes specific, time sequenced interval segments of theplurality of data signals in a serial format.
 5. The system of claim 4,wherein said combined multiplex signal includes the plurality of signalsreleased simultaneously in a compressed, parallel format.
 6. The systemof claim 2, said collector and processing system further including aself-contained power supply.
 7. The system of claim 2, the collectorfurther includes a multiplexing system adapted for accepting a pluralityof parallel data signals simultaneously and for generating therefrom asingle, combination output signal.
 8. The system of claim 7, whereinsaid multiplexing system is adapted for generating a combination outputsignal including a component comprising a plurality of the data signalsin a split screen configuration wherein all or a selected portion of theplurality of data signals are simultaneously available.
 9. The system ofclaim 1, wherein at least one of the ground based sensors is hard-wireddirectly to the ground based monitoring station.
 10. The system of claim1, wherein at least one of the ground based sensors further includes atransmitter associated with the sensor and there is further included areceiver associated with the ground based monitoring station, wherebythe unique data signal generated by said sensor is communicated over awireless communication system from the sensor to the ground basedstation.
 11. The system of claim 3, wherein one of said sensors is animage sensor, and one of said sensors is an audio sensor for providing avisual and an audio data definition of the conditions in the proximityof the commercial transport.
 12. The system of claim 11, wherein one ofsaid image signal, said audio signal and said data signal is an analogsignal and wherein one of said image signal, said audio signal and saiddata signal is a digital signal, the multiplexer network furtherincluding an analog to digital converter for converting the analogsignal into a converted digital signal, the multiplexer adapted formultiplexing the converted digital signal and the digital signal into acombined digital output signal.
 13. The system of claim 1, wherein atleast one of said sensors comprises an image sensor device forgenerating an image signal.
 14. The system of claim 8, further includingan illumination source associated with said image sensor forilluminating the critical location.
 15. The system of claim 8, whereinsaid image sensor is a full motion video sensing and recording device.16. The system of claim 1, wherein said sensor comprises an audio sensordevice for generating an audio signal.
 17. The system of claim 1,wherein said sensor comprises an image sensor device for generating animage signal and at least one audio sensor device for generating anaudio signal.
 18. The system of claim 1, wherein said sensor comprises amotion detector device for generating a signal whenever motion isdetected in the range of the device.
 19. The system of claim 1, whereinsaid sensor comprises an intrusive sensor device for generating a signalwhenever intrusive activity occurs in the monitored area of the device.20. The system of claim 1, wherein said sensor comprises a firedetection device for generating a signal in the event of a fire.
 21. Thesystem of claim 1, wherein said sensor comprises a smoke detectiondevice for generating a signal in the event of the presence of smoke inthe range of the device.
 22. The system of claim 1, wherein saidtransport has an on-board monitoring system including a network ofon-board sensors adapted for monitoring specific on-board conditions andgenerating a data signal in response thereto, and wherein said groundbased monitoring station and said network of ground based sensors areadapted to interface with said on-board monitoring system to providecomprehensive information to both the ground based monitoring stationand the on-board monitoring system inclusive all of the data collectedby both the on-board sensors and the ground based sensors.
 23. Thesystem of claim 17, wherein said on-board sensor is a global positioningsensor adapted for generating a signal indicating the location of thetransport.
 24. The system of claim 18, wherein said global positioningsensor includes a separate sensor component in each end of thetransport, whereby size and heading of the transport may be monitored.25. The system of claim 16, the collector further comprising amultiplexer network for combining an image signal, an audio signal and adata signal into said combined output signal.
 26. The system of claim 1,further including a recorder for capturing the combined output signal ina retrievable format.
 27. The system of claim 25, wherein said recordercomprises an analog recorder.
 28. The system of claim 25, wherein saidrecorder comprises a digital recorder.
 29. The system of claim 25,wherein said recorder is multi-channel.
 30. The system of claim 24,wherein said combined output is in a serial format.
 31. The system ofclaim 24, wherein said combined output is in a parallel format.
 32. Thesystem of claim 30, wherein said parallel format is adapted for splitscreen viewing of a plurality of video signals.
 33. The system of claim3, wherein each sensor further includes a transmitter adapted forwireless transmission of the combined output signal to a remote locationand wherein said ground based monitoring station includes a receiver,whereby the sensor signal may be transmitted to the monitoring station.34. The system of claim 1, further including a mobile monitoring stationfor receiving the unique signal from the sensor.
 35. The system of claim1, wherein there is further included ground support equipment and groundsupport vehicles, and wherein each of said ground support equipment andground vehicles includes location sensors for generating and sendingground support location signals, whereby the position of the commercialtransport and relative to the ground support equipment and groundsupport vehicles may be monitored.
 36. The system of claim 34, whereinsaid location sensor is an on-board GPS system.
 37. The system of claim35, wherein said commercial transport is adapted for directly receivingthe ground support location sensor signals.
 38. The system of claim 36,wherein said commercial transport is adapted for directly receiving theground support location sensor signals and the location sensor signalsgenerated by other commercial transports in the vicinity.
 39. The systemof claim 1, wherein said commercial transport includes a uniqueidentifier which is adapted to be sensed by the ground based sensor,whereby the ground based sensor can generate an identification signalfor alerting that the commercial transport is within range of the groundbased sensor.
 40. The system of claim 14, wherein said image and videosensors are responsive to the presence of activity within range in orderto activate the sensor and initiate generation of a signal to the groundbased monitoring station.
 41. The system of claim 1, wherein said groundbased sensor includes a time stamp for monitoring when said transport iswithin range.
 42. The system of claim 1, wherein said ground basedsensor is carried on-board the transport for deployment in the port oncethe transport enters same.
 43. The system of claim 1, wherein saidground based communication system is adapted for downloading softwarefrom various system elements.
 44. The system of claim 1, wherein saidsensor is adapted for alerting the ground based monitoring station ofthe situational conditions in the vicinity of the commercial transportwhen in port.
 45. The system of claim 43, wherein said sensor is adaptedfor generating an alarm whenever specific conditions are present. 46.The system of claim 44, wherein said ground based monitoring stationfurther includes a transmitter for transmitting instructionalinformation to the sensor upon presence of a specific condition.
 47. Thesystem of claim 1, wherein the sensor is responsive to the presence ofspecific conditions to generate the unique signal.
 48. The system ofclaim 2, wherein there is further provided support systems in port forsupporting the commercial transport and wherein said support systemsfurther include at least one support system sensor adapted fortransmitting a signal to the ground based monitoring station, wherebyconditions of the commercial transport and the support system may besimultaneously monitored.
 49. The system of claim 47, wherein saidsensor and said support system sensor are each global positioning systemsensors whereby the relative proximity of the commercial transport andthe support system may be tracked and monitored.
 50. The system of claim48, further including an alarm generator for generating an alarmwhenever the support system is in a excluded region occupied by thecommercial transport.
 51. The system of claim 49, wherein the groundbased monitoring station further includes a mapping capability forgenerating a map defining the presence of the commercial transportrelative to the support system.
 52. The system of claim 50, wherein saidsupport system sensor includes a support system identifier for signalingto the ground based monitoring station the identity of the supportsystem.
 53. The system of claim 51, wherein said ground based monitoringsystem includes and alarm device for indicating when an unauthorizedsupport system is in the area.
 54. The system of claim 21, furtherincluding means associated with the on-board sensor for determining theformat of the signal communication system of the ground based monitoringstation and further including means for converting the signal generatedby the on-board sensor to a ground based system compatible signal. 55.The system of claim 21, further including means associated with theground based monitoring station for determining the signal format of thesignal generated by the on-board sensor and further including means forconverting the signal generated by the on-board sensor to a ground basedsystem compatible signal.
 56. The system of claim 21, further includingmeans for accessing and controlling system on-board the commercialtransport from the ground based monitoring station.
 57. The system ofclaim 1, further including a personnel based unit including at least onesensor and a personnel communications system capable of transmitting andreceiving information to and from the ground based communications systemfor monitoring conditions present at the sensor.
 58. The system of claim56, further including a personnel based system for generating thelocation coordinates of the personnel and communicating this to theground based communication system.
 59. The system of claim 57, furtherincluding a location signal generator associated with the transport,whereby the proximity of the transport to the personnel may bemonitored.
 60. The system of claim 58, further including a signalingdevice for signaling the personnel in closest proximity to the transportupon the receipt of specific signal from the sensor by the ground basedcommunication system.
 61. The system of claim 59, wherein said personnelbased system includes means for remotely controlling the sensor.
 62. Thesystem of claim 60, wherein said personnel based system includes meansproviding for communication directly between the transport and thepersonnel.
 63. The system of claim 61, wherein said personnel basedsystem includes means providing for communication directly betweenpersonnel.